CB500/550 SOHC four carburetors. Classically simple and effective. The internal circuits are basic and very free-flowing, the carbs generally the easiest to clean and rebuild. And they work great. If it weren't for their tendancy toward corrosion and the now discontinued metering parts, these carburetors would be the perfect Honda carb set.

The PD series. Forums hate 'em. That alone should make a reasonable individual like them. Used on the 550, 650, and the 77-78 750 SOHC model (shown), they work so well they have long been considered a larger, easier-to-tune upgrade to the earlier 750, which is exactly was is depicted here.

The CBX1000. Lot of parts here. As well as a generous share of engineering compromises that challenge even the most knowledgeable carb rebuilder. At least 30 hours are required to rebuild these and often more. But when they're right, they'e great and can out-perform the aftermarket alternatives.

The first-gen Honda DOHC four, of course, in 750, 900, 1000, 1100 iterations and in various other configurations on the non-U.S. 250, the 400/450, CX/GL500/500, CBX1000 and GL1100. Though related to these other models and to the CBX, they're a lot less work to service.

Honda V4 carbs, made in a number of sizes and shapes given all the V4 models. Blessed with some unique characteristics including a Rubik's Cube-like assembly; extremely lightweight, thin castings; plastic fuel tees and some little-known and even secret features; these are very satisfying to rebuild and good performing carbs that never fail to please the customer.

The often "dissed" and seriously misunderstood GL1000 carburetor. More than any other 70s Honda carburetors, these demand above-average commitment and attention to detail. Like the SOHC 550 four carbs above, many of these suffer from corrosion due to their high zinc alloy. But once rehabilitated and carefully fettled they work admirably.